Lateral motion cushioning device



Feb. 13, 1934. J. G. BLUNT LATERAL MOTION CUSHIONING DEVICE Filed Jan. 30, 1932 2 Sheets-Sheet 1 N d N CD INVENTOR Jinn es 6213/01/17 ATT RNEY Patented Feb. 13, 1934 UNITED STATES PATENT OFFICE- LATERAL MOTION CUSHIONING DEVI-CE James G. Blunt, Schenectady, N. Y. Application January 30, 1932. Serial No. 589,807

14 Claims. (01. 105-80) This invention relates to resisting devices for railroad vehicles and particularly to such devices adapted for use on railway vehicles embodying a plurality of axles with journal hearings on the opposite ends thereof, housed in a frame structure.

An object of the invention is to provide a device of the character described, which will serve to soften the grinding pressures between the wheel flanges and the rail, will also soften such pressures between the wheel hubs and the journal box faces and will relieve the lateral stresses between the vehicle and the track thereby improving the riding qualities of the vehicle.

A further object is to provide a device of the character described, whereby no pressure is exerted upon the journal boxes when they are in normal position, as when the vehicle is passing over tangent track.

A further object is to provide a device of the character described, which may be applied or removed without disturbing the journal boxes.

A further object is to provide a device of the character described, which is held in position and supported by the boxes independently of the vehicle frame and wherein frictional surfaces requiring lubrication are not present.

A further object is to provide a device of the character described, which is characterized by simplicity, low cost, efficiency and economical maintenance.

Other objects and advantages which are achieved by the instant invention will be apparent from the following detailed description of several embodiments of the invention.

While the instant invention is of broad application, its most important field of usefulness, as at present believed, is in connection with the driving wheels of a locomotive, and while in no way so limiting it, the invention will be hereinafter described in connection with a locomotive.

In the accompanying drawings illustrating approved embodiments of the instant invention, Figure l is a plan view of a part of a locomotive frame structure, showing a plurality of pairs of wheels with their respective axles and journal boxes having lateral motion resisting devices embodying the instant invention applied thereto, and with rails and the center line of the locomotive frame structure indicated by broken lines; Fig. is an enlarged vertical sectional view of one of the lateral motion resisting devices of the present invention applied to a pair of journal boxes, showing an axle, parts of its pair of wheels and a part of the locomotive frame, the view being taken on the line II--II of Fig. 3 with the axle and boxes shown in full; Fig. 3 is a view of the structure shown in Fig. 2, the upper half being in horizontal section through one of the lateral motion resisting device units, and the lower half showing the other unit in plan; Fig.

4 is a view taken on the line IV-IV oi. Fig. 3; Fig.5 is a longitudinal, vertical, sectional view of another form of lateral motion resisting device embodying the present invention; Fig. 6 is a 55 longitudinal, vertical, sectional view of still another form of the lateral motion resisting device embodying the present invention; Fig. 7 is an enlarged horizontal, sectional view of one end of the lateral motion resisting device illustrated in n Fig. 2; and Fig. 8 is a vertical end view of the part of the device illustrated in Fig, '7.

One phase of the invention contemplates a vehicle (in the instant case a locomotive) having at least three pairs of wheels all .of which, of 1 course, tend to move laterally relative to the frame when the vehicle passes over curved track. While it has been common practice to embody lateral motion resisting devices on the leading axle of long wheel base locomotives, the instant inven- 0 tion, while achieving the benefits derived from the aforesaid devices, further provides an appropriate amount of cushioned lateral movement on other axles of the vehicle so as to equalize the flange pressures among a plurality of pairs of wheels.

Referring particularly toFig. 1 of the drawings, the main locomotive frame 1 is provided with a plurality of axles 2, 3, 4, 5 and 6, each having a pair of wheels 7 and 7a, 8 and 8a, 9 and 9a, 10 and 10a, and 11 and 11a respectively, and each having journals with journal boxes 12 and 12a, 13 and 13a, 14 and 14a, 15 and 15a, and 16 and 16a respectively applied thereto. The center line of the locomotive frame, is indicated by the broken line 17 and curved rails are indicated by the broken lines 18 and 18a.

For supporting the lateral motion resisting devices inverted U-shaped straps 19 may be secured in any suitable manner as for instance by weldm ing indicated at 20, about their edges, to the inner faces of the journal boxes. The straps are disposed, two on each of the journal boxes, so as to provide a pair of aligned straps, one of each pair being on each of the opposite journal boxes, 101 and the pairs being disposed one on each of the opposite sides of the axle, near the upper portion of the same.

The journal boxes of the axles 2 and 6, that is, the axles at the opposite ends of the frame struc- 11 ture, are provided with similarly constructed lateral motion resisting devices, which are illustrated in detail in Figs. 2, 3, 4, 7 and 8. For the purpose of clarity a single device will be hereinafter described, although it will be understood that the devices will be applied one on each of the-opposite sides of the axle, so as to act cooperatively, as will hereinafter more clearly appear.

Referring now in detail to the form of device applied to the axles 2 and 6 and particularly illustrated in the store-specified figures, a pair of oppositely disposed thrust elements 21 and 21a, is provided. Each of the thrust elements comprises an oblong end portion 22-22a, which fits into one of the U-shaped supports 19. The thrust elements also comprise hollow cylindrical portions 23-2311. A shaft 24 connects the two thrust elements, the opposite ends of the shaft extending into the hollow cylindrical portions of the elements. The diameter of the shaft is slightly less than the inner diameter of the cylindrical portions so as to permit the thrust elements free relative axial movement. The thrust elements are provided with outwardly extending peripheral flanges 25-2541 near the central portion thereof. Around the shaft 24 at its central portion, a washer 26 is provided, and helical springs 27 and 270 are disposed around the cylindrical portions 23 and 23a respectively of the thrust elements.

The outer ends of the respective springs bear against the inner faces of the flanges 25-2511 of the respective thrust elements and the inner ends of the springs bear against the opposite faces of the washer 26. Slots 28 and 2811 are provided near the ends of the shaft 24, and corresponding slots 29 and 29a are provided in the hollow cylindrical portions 23 and 23a of the thrust elements respectively. Shaft keys 30 and 30a are passed through the slots, the keys being provided with cotter pins 31 to hold the same in position.

The slots 28 and 28a, and 29 and 29a are of greater length than the width of the keys 30 so as to permit a limited relative axial movement of the thrust elements on the shaft, when the keys are in position. When the device is in normal adjusted position with the ends of the thrust elements supported in the U-shaped supports 19, the springs are held under tension by the thrust elements, that is to say, the oppositely disposed springs bear at their inner ends against the washer 26, and the springs are compressed, with the thrust elements being held, with their flanges bearing against the outer ends of the springs, and the thrust elements are locked in the compressed position of the springs by the keys 30 as clearly illustrated in Figs. 3 and 7. In this position the inner edges of the keys will bear against the inner ends of the slots in the thrust elements and the outer edges of the keys will bear against the outer ends of the slots in the shaft, thus providing clearance spaces at the inner edges and outer edges of the keys in the respective slots of the shaft and thrust elements. It will be apparent that by virtue of these clearance spaces, the thrust elements, as aforesaid, are permitted limited relative movement on the shaft 24 with respect to each other. sisting devices are assembled each as a unit, by simply inserting their opposite end portions 22, 22a in the oppositely disposed and aligned straps 19, and securing pins 32 are passed through aligned holes 33, formed in the lower ends of the The lateral motion reinverted U-shaped supports, thus securing the lateral motion device in position.

For each device, a block 32a is provided around the pin at one end of the device, within the strap, to provide a more secure flt, and an L-shaped liner 19a is provided, when necessary, at the other end of the device, within the strap, to take up wear. If a liner is not used, a block will, of course, be provided around the pins at both ends of the device.

In Fig. 5, there is illustrated another form of lateral motion resisting device, which, in the structure illustrated in Fig. l, is applied to the Journal boxes of axles 3 and 5. This device is similar in construction and operation to the device aforedescribed, excepting that here the flanges 35-35a of the thrust elements 34-34a are disposed nearer to the inner ends of the cylindrical portions 37-37:: of said elements, and a single helical spring 36 is employed, and hence no washer is needed on its shaft 38. The spring 36 surrounds both of the oppositely disposed inner ends of the cylindrical portions 37-37a of the thrust elements and bears at its opposite ends against the inner faces of the flanges 35 and 35a. The shaft and key arrangement is constructed in the same manner as the form of device first described, except that a, less amount of relative movement of the thrust elements is permitted by the clearances at the inner and outer edges of the keys for a reason which will be explained hereinafter.

In Fig. 6 there is illustrated still another form of the device which permits of a relatively less amount of lateral movement. This form of the device comprises a pair of oppositely disposed thrust elements 39 and 40 which are formed with oblong end portions 41 and 42 and hollow cylindrical portions 43 and 44 respectively, similar to the end and cylindrical portions of the form of device described with reference to Figs. 2, 3, 4, etc. The thrust element 39, however, is provided at its inner end with an enlarged hollow cylindrical portion 45, and the thrust element 40 is provided at its inner end with an outwardly extending peripheral flange 46 of a diameter slightly less than the interior diameter of the enlarged cylindrical portion 45. A shaft 47 connects the two thrust elements 39 and 40, the opposite ends of the shaft extending into the respective cylindrical portions 43 and 44 thereof, and in adjusted position the flange 46 extends partly intothe cylindrical portion providing an enclosed chamber 48, in which a resilient element 49 is disposed.

The resilient element 49 comprises, in the preferred embodiment, a rubber block, but it will of course be understood that any other suitable material may be employed. The resilient element is provided with a central orifice 50 through which the shaft 47 extends. The shaft is of such length as to leave a clearance between its ends and the outer ends of the cylindrical portions of the thrust elements so that the elements will be free for movement relative to each other, axially on the shaft. This form of the device is not normally under tension, but it will be apparent that when the same is in operative position with its opposite ends held by U-shaped straps on oppositely disposed. journal boxes, any movement of the journal boxes toward each other will effect a compression of the resilient element and the latter will re-act to force the thrust elements outwardly, away from each other, to return the journal boxes to their normal positions.

'The journal boxes are so constructed that in their normal positions clearances 51 are provided between their outside flanges 52 and the outside flanges 53 of the shoes and wedges 54 pro vided on the locomotive frame. It will be understood that the shoes and wedges 54, while not illustrated in detail in the drawings and while given but one designation, are of the usual construction which is well known in the art. These clearances 51 permit the lateral movement of the journal boxes relative to the frame. When the axles and wheels move laterally relative to the frame, upon the vehicle passing over curved track, the outside journal boxes are forced inwardly by the outside wheels, which inward movement is permitted as aforesaid by the clearances 51, and as the inner flanges 55 of the inside journal boxes are in contact with the inner flanges 56 of the shoes and wedges and the inside journal boxes are thus prevented from outward movement relative to the frame, the opposite journal boxes will have a relative lateral movement toward each other, and the lateral motion resisting devices on the opposite sides of the axles will be compressed between the two journal boxes. By reason of the resilient means embodied in the lateral motion resisting devices, a resisting force is exerted, returning the boxes, axles and wheels to normal position and having the hereinbefore described desirable shock softening effect.

When the vehicle is passing over curved or irregular track, the extreme end axles and wheels are subjected to the greatest amount of lateral thrust against the locomotive frame and the metal to metal blow of the flanges of these wheels against the rails is the greatest. For this reason, a greater amount of clearance is provided for the journal boxes of the end axles 2 and 6 and the device illustrated in Figs. 2, 3, 4, 7 and 8 which employs the double spring arrangement and permits a relatively large amount of relative lateral movement of the boxes, is employed. A proportionately less amount of lateral movement is present at the inner axles 3 and 5 and consequently at these axles a less amount of clearance at 51 is provided and the form of lateral motion resisting device illustrated in Fig. 5 is employed. This form of the device with the single spring arrangement permits a relatively less amount of lateral movement.

It will be apparent that as the supporting means of the lateral motion devices are all of the same construtcion, and the parts of the devices which engage the supporting means are likewise all of the same construction, the devices are interchangeable, and may be substituted one for the other accordingly as the requirements of service dictate. Thus the device illustrated in Fig. 6 may be substituted for the device illustrated in Fig. 5 at the axles 3 and 5, or any of the devices may be interchanged as desired.

The relative amounts of movement of the several sets of Wheels and their axles will be apparent by reference to Fig. 1. Here the frame and wheel structure of the vehicle is illustrated as traversing a curved section of track, and it will be apparent that the leading wheels ll-lla are subjected to the greatest amount of lateral movement; the next pair of wheels 10-10a are subjected to a less amount of-lateral movement; the wheels 9-9a to substantially no lateral movement; the wheels 8-8a to a slight amount of lateral movement; and the wheels 'I'7a to a slightly greater amount of lateral movement than the wheels 8-811. This is due, as is well understood, to the fact that the frame of the vehicle is constantly straight as indicated by the center line 1'7, while the curved tracks force the wheels laterally out of their normal positions. By permitting the wheels the limited amount of lateral movement relative to the frame, in the manner aioredescribed, the curveof the rails is substantially compensated for, and by virtue of the lateral motion resisting devices the wheel flange pressures of the wheels are substantially equalized, the lateral inertia thrusts and metal to metal blows are softened or cushioned and the undesirable effects hereinbefore referred to are substantially eliminated, the devices also serving to assist in returning the wheels and axlesto their normal positions when the vehicle returns to tangent track.

The ultimate effect of the employment of the lateral motion resisting device of the present invention in the manner hereinbefore set forth is to achieve all of the various objects defined at the beginning of the present application.

While there has been hereinbefore described certain approved embodiments of the instant invention it will be apparent to those skilled in the art that many and various changes and modiflcations may be made thereto, but it will be understood that all and any such changes and modifications as fall fairly within the spirit of the present invention and the scope of the appended claims are contemplated as a part of this invention.

The invention claimed and desired to be sccured by Letters Patent is:

1. A lateral motion resisting device for railway vehicles comprising a pair of aligned thrust elements having longitudinal bores; a guide shaft extending into said bores and having a washer disposed thereon, centrally thereof, between said thrust elements, said shaft permitting relative movement of said elements axially thereof, and said elements having radially extending flanges formed thereon inwardly spaced from their outerends; and a pair of helical springs one disposed around each of said thrust elements, said springs hearing at their inner ends against said washer and at their outer ends against the flanges of their respective thrust elements.

2. A lateral motion resisting device for railway vehicles comprising a pair of aligned thrust elements having longitudinal bores; a guide shaft extending into said bores and having a washer disposed thereon centrally'thereof between said thrust elements, permitting relative movement of said elements axially of said shaft, said elements having radially extending flanges formed thereon inwardly spaced from their outer ends; a pair of helical springs one disposed around each of said thrust elements, said springs bearing at their inner ends against said washer and at their outer ends against the flanges of their respective thrust elements, and said elements and said shaft having slots formed therein; and keys disposed in said slots so as to limit the relative axial movement of said elements.

3. A lateral motion resisting device for railway vehicles comprising a'pair of aligned thrust elements, said elements being provided with aligned longitudinal bores and radially extending flanges between their ends; a shaft extending into said bores to hold said elements in alignment; a helical spring disposed around the adjacent ends of said elements and hearing at its opposite ends against a flange of each element; and means engaging said shaft and elements for holding said elements in pressure engagement with said spring while permitting limited relative movement of said elements axially of said shaft. Y

4. A lateral motion resisting device for railway vehicles comprising a pair of aligned thrust elements; guide means eng881n8 said elements and holding said elements in alignment while permitting relative longitudinal movement therebetween, one of sald'elements being provided with an enlarged hollow cylindrical portion and the other of said elements being provided with a radially extending flange adapted to extend into said hollow portion and provide a chamber between said elements; and a resilient member disposed in said chamber for cushioning relative inward longitudinal movement of said thrust elements.

5. In a railway vehicle, the combination of a frame; a pair of Journal boxes having the capacity of lateral movement relative to said frame; means disposed between said boxes for resisting said lateral movement, comprising a pair of thrust elements arranged in tandem and having longitudinal bores formed therein and separating means engagin said elements within said bores; and straps secured to said journal boxes adapted to detachably engage said thrust elements to support said resisting means.

6. A railway vehicle comprising a frame; a pair of wheels; an axle for said wheels; a pair of journal boxes for said axle, said wheels, axle and journal boxes having the capacity of lateral movement relative to said frame; and a pair of lateral motion resisting devices carried between said journal boxes and arranged one on each of the opposite sides of said axle, at least one of said devices comprising a pair of aligned thrust elements, a guide shaft for said elements engaging said elements interiorly thereof, and resilknt means engaging said elements and adapting said device to offer resistance to said lateral movement.

7. In a railway vehicle, the combination of an axle with inside journals, a pair of wheels secured on said axle, Journal boxes for said journals, having independent lateral movement relative to each other, side frame members having pedestals engaging said boxes, permitting independent, limited, lateral movement of said boxes, and a lateral motion resisting device disposed between and carried entirely by said boxes for yieldingly resisting inward movement of either of said boxes relative to its engaging pedestal, whereby one of said boxes will serve as a thrust block for said device while said device resists the thrust of said other box during relative lateral inward movement of said other box, comprising a pair of aligned thrust elements, guide means for said elements, engaging said elements interiorly thereof, and resistance means engaged with said elements.

8. In a railway vehicle, the combination of an axle with inside journals, 9. pair of wheels secured on said axle, journal boxes for said Journals, having independent lateral movement relative to each other, side frame members having pedestals engaging said boxes, permitting independent, limited, lateral movement of said boxes, and a lateral motion resisting device disposed between and carried entirely by said boxes for yieldingly resisting inward movement of either of said boxes relative to its engaging pedestal, whereby one of said boxes will serve as a thrust block for said device while said device resists the thrust of said other box during relative lateral inward movement of said other box, comprising a pair of aligned thrust elements, guide means for said elements, engaging said elements interiorly thereof, and resistance means engaged with said elements and normally held under compression by said elements. 9. In a railway vehicle, the combination of an axle with inside journals, a pair of wheels secured on said axle, journal boxes for said journals, having independent lateral movement relative to each other, side frame members having pedestals engaging said boxes, permitting independent limited, lateral movement of said boxes, and a lateral motion resisting device disposed between and carried entirely by said boxes for yieldingly resisting inward movement of either of said boxes relative to its engaging pedestal, whereby one of said boxes will serve as a thrust block for said device while said device resists the thrust of said other box during relative lateral inward movement of said other box, comprising a pair of aligned thrust elements, a guide shaft for said elements, engaging said elements interiorly thereof, resilient means engaging said elements, and means connecting said shaft with said elements x to normally hold said resilient means under compression while permitting limited relative movement of said elements axially of said shaft.

10. In a railway vehicle, the combination of an axle with inside Journals, 9. pair of wheels secured on said axle, journal boxes for said journals, having independent lateral movement relative to each other, side frame members having pedestals engaging said boxes, permitting independent, limited, lateral movement of said boxes, and a lateral motion resisting device disposed between and carried entirely by said boxes for yieldingly resisting inward movement of either of said boxes relative to its engaging pedestal, whereby one of 115 said boxes will serve as a thrust block for said device while said device resists the thrust of said other box during relative lateral inward movement of said other box, comprising a pair of thrust elements having aligned longitudinal bores, a guide shaft extending into said bores, and a helical spring engaged with said elements.

11. In a railway vehicle, the combination of an axle with inside journals, a pair of wheels secured on said axle, journal boxes for said journals, having independent lateral movement relative to each other, side frame members having pedestals engaging said boxes, permitting independent, limited, lateral movement of said boxes, and a lateral motion resisting device disposed between and carried entirely by said boxes for yieldingly resisting inward movement of either of said boxes relative to its engaging pedestal, whereby one of said boxes will serve as a thrust block for said device while said device resists the thrust of said other box during relative lateral inward movement of said other box, comprising a pair of thrust elements having aligned longitudinal bores, a guide shaft extending into said bores, and a pair of helical springs engaged 140 with said elements.

12. In a railway vehicle, the combination of an axle with inside journals, a pair of wheels secured on said axle, journal boxes for said journals, having independent lateral movement relative to 145 each other, side frame members having pedestals engaging said boxes, permitting independent, limited, lateral movement of said boxes, and a lateral motion resisting device disposed between and carried entirely by said boxes for yieldingly re- 1150 sisting inward movement of either of said boxes relative to its engaging pedestal, whereby one of said boxes will serve as a thrust block for said device while said device resists the thrust of said other box during relative lateral inward movement of said other box, comprising a pair of thrust elements having aligned longitudinal bores, resilient means engaging said elements, a guide shaft extending into said bores, said shaft and said elements being provided with cooperating slots, and keys disposed in said slots to hold said elements in pressure engagementwith said resilient means while permitting limited relative movement of said elements axially of said shaft.

13. In a railway vehicle having an axle with inside journals, a pair of wheels secured on said axle; journal boxes for said journals, having independent lateral movement relative to each other, and side frame members having pedestals engaging said boxes, permitting independent, limited, lateral movement of said boxes, a lateral motion resisting device disposed between and carried entirely by said boxes for yieldingly resisting inward movement of either of said boxes relative to its engaging pedestal comprising a pair of thrust elements, each of the elements of said pair being provided with a longitudinal bore and a radially extending-flange between its ends; means extending into said bores to hold said elements in alignment; and a helical spring disposed around the adjacent ends of said elements and bearing at its opposite ends against a flange of each element.

14. In a railway vehicle having an axle with inside journals, a pair of wheels secured on said axle, journal boxes for said journals, having independent lateral movement relative to each other, and side frame members having pedestals engaging said boxes, permitting independent, limited, lateral movement of said boxes, and a lateral motion resisting device disposed between and carried entirely by said boxes for yieldingly resisting inward movement of either of said boxes relative to its engaging pedestal, whereby one of said boxes will serve as a thrust block for said device while said device resists the thrust of said other box during relative lateral inward movement of said other box, comprising a pair of aligned thrust elements, guide means engaging said elements for holding said elements in alignment while permitting relative lateral movement therebetween, and a resilient cushioning disc disposed between said elements.

JAMES G. BLUN'I. 

